Pneumatic control system



J. H. LANGLEY.

PNEUMATIC CONTROL SYSTEM.

APPLICATION FILED 0e13, NIB.

1 a gg figg PatentedSept. 12, 1922.

4 SHEETS-SHEET 1.

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J. H. LANGLEY.

PNEUMATIC CONTROL SYSTEM.

APPLICATION FILED OCT. 3. 19l8.

4 SHEETS--SHEET 2.

W/ THE-555$ AMEs h ILA/v6 Y Z2. 2 z f% flrmenzzxs J/H. LANGLEY.

PNEUMATIC CONTROL SYSTEM.

APPLICATION FILED OCT. 3, 1918.

1,4 2, 43, PatentedSept. 12,1922.

4 SHEETS-SHEET 3.

I l/wz/vroz. WITNESSES J. H. LANGLEY.

PNEUMATIC CONTROL SYSTEM.

APPLICATION FILED OCT. 3, 1918.

1 ,428,643. Pate t d Sept. 12, 1922.

'4 SHEETS-SHEET 4.

M/mys $5155 Mme-KS.

Patented Sept. 12, 1922. 1

UNITED STATES JAMES H. LANGLEY, OF LONG BEACH, CALIFORNIA.

PNEUMATIC CONTROL SYSTEM.

Application filed October 3, 1918. Serial No. 256,654.

To all whom it may concern:

Be it known that 1, JAMES H. LANGLEY, a citizen of the United States,residing at Long Beach, in the county of Los Angeles and State ofCalifornia, have invented new and useful Improvements in PneumaticControl Systems, of which the following is a specification.

This invention relates to improvements in the control of motor propelledvehicles. It is an object to provide an automatic control systemapplicable to motor propelled vehicles.

It is also an object to provide a pneumatic control system in which theprime mover and its connections may be positively set to maintain apredetermined speed for the vehicles, and this speed maintained by theautomatic control irrespective of changes in the grade or more diflicultroad conditions.

It is also an object to provide a motor propelled vehicle having a primemover with a fluid clutch.

It is also an object to provide a motor propelled vehicle having a primemover with a fluid clutch which automatically maintains fluid underpressure in a pressure tank.

It is also an object to provide a control valve of simple constructionwhich may be operated to distribute the fluid under pressure to thevarious moving connections of the vehicle.

It is a further object to provide a brake mechanism pneumatically andautomatically operated upon the release of the propelling mechanism.

.It'is a further object to provide a governing'means in connection withpositive pneu- -mat-ic control valve which will automatically open thethrottle of the prime mover to take up for added load on the vehicle, tomaintain a definite and predetermined speed.

In the drawings accompanying this specification- Fig. 1 is a plan viewshowing an automobile frame with the body removed, showing all theworking connections.

Fig. 2 is a longitudinal sectional elevation showing all the workingconnections in elevation. 4

Fig. 3 is an enlarged detail in plan, partly in section, of theautomatic throttle governin mechanism.

Fig. 4 is an enlarged detail axial section of a front automoblle wheel,showing the pneumatic brake and the pneumatic supply connections to thetire.

Fig. 5 is an enlarged end elevation of the clutch and self startermember, a portion being broken away to show the interior arrangement ofthe rotating and wobbling spider.

Fig. 6 is a section taken on line 6-6 of Fig. 5 viewed in the directionindicated by the arrows.

F ig. 7 is a detail section through a portion of the self-starter, itsvalve, and the forward end of the crank shaft of the starter.

Fig. 8 is an enlarged detail in section of the valve discs.

Fig. 9 is an end View of the cylinder casing showing the ports, thecontrol valve being shown in elevation and partly in section uncoveringa number of the ports.

Fig. 10 is an axial section showin the ports in different relation thanthat s iown in Fig. 6.

Fig. 11 is a section of the valve, on the line 1111 of Fig. 10 lookingin the direction of the arrows.

Fig. 12 is a'sectional detail of the selfstarter shaft and its clutchmechanism to the crank shaft of the prime mover.

Fig. 13 is a. sectional detail partly in elevation of the pneumatic bandbrake applied to the driving shaft.

Fig. 14 is a plan view of the control valve.

Fig. 15 is an axial section thereof on the line 15-15 of Fig. 14, viewedin the direction indicated by the arrows.

Fig. 16 is a-bottom view of the valve, the

pipe connection thereto being shown in section.

Fig. 17 is a section of the valve disc on the line 17-17 of Fig. 15,looking in the direction indicated by the arrows, showing the locationof the ports.

Fig. .18 is an enlarged detail of the control lever and its notchedsemi-circular segment. 1

More specifically in the drawings, 20 and 21 designate the side 'bars ofan automobile frame of the standard type, provided with forward wheels22 and rear wheels 23. The forward wheels are mounted on the steeringbrackets 24, the rear wheels being connected by means of a suitable axle25, in which is enclosed the direct driving mechanism 26, together withthe differential gear common to this type of vehicle.

Mounted in the usual position onthe frame, is the prime mover 27, shownas a four cylinder internal combustion engine,

.provided with the intake 28, and throttle valve 29. This prime mover isprovided 33 secured to the hollow shaft 34, a port 35 leading from thecentral bore ofthe shaft to the chamber behind the piston clutch member.This clutch member is guided in its movement by the studs 36 which aresecured to the casing 33, and slide in suitable bores formed in theinner face of the clutch. member, so that it is easily reciprocated theshort distance required and held thereby in positive relation to thecasing.

Also connected to the hollow shaft 3a, is

, the casing 38 of the self-starter member a0,

preferably located forward of the radiator 39. This casing is secured tothe shaft 34 by suitable fastenings so that the shaft of the selfstarter is in alignment therewith, and the bores in the two shaftsregister to provide a clear'passageway for the flow of the compressedfluid. More specifically, this self starter a0 is similar inconstruction, though shown of smaller size, to the clutch member 4E1,secured by means of its casing l2 directly to the flanged-face 43 on theoppositely disposed end of the crank shaft 30 of the prime mover.

This casing 42 is of a general cylindrical configuration, provided witha shaft 44, which extends from the bearingin the face of the casingadjacent the prime mover connection'outwardly beyond the casing, to anydesired distance, and is shown connected directly .to the reversing gear171 intermedipte the difi'erential gear 26 on the rear ax e.

Oppositely dis sed from the journal face, and surroun in the shaft, areformed a plurality of cylin em 45, 46,;47-and. 48, within which aremounted suitable istons. The piston in the cylinder 'belng designated4:9, each cylinder having its individual piston connected by the pistonrods 50, which are shown asuniversally mounted rods in' each of theirpivotal points, one being on the spider51, which is provided with aplurality of arms equal in. number to the number of cylinders shown, therelation of the spider to its pistons, their cylinders, and the casing,being fixed by any desired means. Y

' The means shown in this application consists of the guide bar 52 whichis located intermediate of two cylinders, and extends from the partition53 in the casing forming the open ends of thecylinders, to the end eases wall 42 previously described as secured to the prime mover shaft. Twoof these cross bars are shOWn at oppositelydisposed points within thecasing, and mounted in a suitable bore in the spider is he stem 54 ofthe yoke 55, which embraces and straddles the guidebar 52. The spider 51is revolubly mounted in relation to the shaft 44:, the bearing thereonbeing provided by the inclined block. 56 which is securely keyed to theshaft, the spider being provided with suitable bearing surface to engagewith this inclined block 56 which is securely keyed to the shaft, thespider being provided with suitable bearing surface to engage with thisinclined block and secured thereon by means of the bearingring 57threaded upon theblock. a

Each one of the four cylinders is provided with a port 62 which iscontrolled by means of the valve 60, which in the clutch member 41 iskeyed to the shaft by means of a key 61. This valve has a disc face inengagement with the seats adjacent the various ports, and is adapted toconnect the ports 62 of the cylinders alternately with the source offluid under pressure, or the exhaust ports v63. The valve is'of generaldisc configuration, provided with a sleeve, which extends outwardly fromthe casing and embraces the shaft, the outer end being threaded beyondthe shoulder 64: formed on the outer eriphery of this sleeve. The faceof the valve and the configuration of the ports, are clearly shown inthe sectional view Fig. 11, this section being carried atright angles tothe axis, so as to cut the control port 65. A. large portion of thevalve is cut away to permit of entrance to the port 62 of the pressureconveyed to the valve chamber.

This valve chamber is composed of a disc casing 66 which is secured tothe cylinder casing, itsf concentric opening being of greater diameterthan the external diameter of the sleeve of the valve. The outer facingof this casing 66 issurfaced to receive the bearing ring 67 held inconcentric relation expansion ring 68 secured in the pressure inletcaslng 69. A pair of these bearing rings 67 and 70 are shown placed inparallel relation, ring 70 being adapted to bear upon ring 71, whichis'threaded onto the end of the sleeve, and is provided with a bearingsurface 72' whichengages with a shoulder on the ring 73, which isthreaded onto the concentric opening in the pressure inlet frame-69.

This ring 73 also compresses and secures in position the two pressurediscs 68, which as shown are thin discs of metal which are in engagementwith their respective rings 67 and 70, and are held in spaced relationby means of the rin 74, which is provided with the radially disposedports 75. This to the shaft and the sleeve, by means of the ring is heldin positive contact in the frame mv To provide for. proper lubrication,the

s ider chamber is provided with a pump, s own as a cylinder 77, in whichis reciprocated piston 78 in a radial direction by means of theeccentric strap 79, which embraces the eccentric 80, this eccentricbeing securely keyed to the shaft adjacent its bearing in the end wall.This portion of the shaft is preferably provided with a cen: tral bore81 which is connected by means of a bore 82 to the pumpchamber 83, theentrance to this pump chamber being controlled by the valve 84 placedclose to the inner fperiphery of the casing so that the centri ugalaction carries the oil to its peripheral surface, and the pump is inposition to carry it from this position and distribute it through thehollow shaft and connections therefrom to the various moving parts, asclearly shown.

The modification of the clutch member to form the self-starter isclearly shown in Figs. 7 and 12, the starter having a hollow shaft 85which extendsfrom its outer casing to an annular groove, 86 in itsperiphery, which in turn affords access to a plurality of bores 87 inthe sleeve of the disc valve 60.

This valve 60 in the starting mechanism is free on the shaft, and isconnected by means of the ring 88 to the arm 89, which is provided witha locking pin 90 on. its

outer end, which is adapted to engage as desired with bores in the crossframe. 91 of the main frame of the vehicle. Shaft 85 is extended throughthe bearing 92 formed in this cross bar, and keyed thereto in a commonmanner is the crank arm 93, which.

is also provided with locking pin 94 adapted to lock in a bore ofcross-frame 91.

A pipe 95 connects the air starter valve chamber to the control valve96, which is preferably mounted in line with the steering post of thevehicle, and so placed that its 0 crating shaft 97 can be carried inparallel relation with the steering post of the vehicle and terminate insuitable position under the steering wheel 98 with an operating handle99.

The valve proper consists of a casing 100 into which are threaded aplurality of pipes. An axial exhaust pipe 101 is provided which entersthe valve seat concentrically surrounding which are a plurality of portswhich communicate with the valve chamber provided with the disc valve102, which normally seats by pressure admitted into the valve chamberthrough the ports 103 connected by the pipe 104 to the pressure tank105.

Adapted to be closed by the valve is the port 106 connected by the pipe76 to the non-reversible clutch member 41. In the valve seat is the port107 connected by the pipe 95 to the self-starter. Next comes the port108 connected b the pipe 109 to the branch pipe 110 lea ing to thepneumatically operated brakes described hereafter. The next port is thatdesignatedlll, which is connected b the pipe 112 to a horn 113. Thevalve itse f is provided with a port 114 of small size, which extendsclear through the disc and affords communication from the pressurechamber of the valve to the various ports. Next to the port 114 is-thechannel 115, which is greater in width and length, so that it affordscommunication between the ports in the valve seat to the exhaust pipe101. Channel 116 oppositely disposed from the port 114, is of largersize, but only a shallow channel affording communication from the port106 alone to the exhaust port. The channel 117 is also shallow andalternately affords communication bgiween the port 107 and 108 to theexhaust 1 In the casing forming the pressure chamher for the valve aby-pass is formed between the pipe 76 and the pressure chamber of thevalve, which is controlled by means of the pressure actuated valve 118,and is normally seated by means of the coil spring 119.

A suitable stufiing box 120 forms a tight joint for the operating shaft97, which is securely keyed to the valve disc. As previously stated,this valve stem is supplied with a handle 99, which has a latch 121which engages with the notches in the segment 122, secured by thebracket 123 to the steering post. This locking latch is spring actuatedby means of the coil spring 124, the latch being released by depressingthe plunger 125 projecting from a longitudinal bore in the handle.

As shown in Fig. 18, the latch 121 is in engagement with a shoulder 126formed on the segment, the valve being in the position with the port 114delivermg air through the port 108 to the brakes. Movement of the handletoward the operator throws the port 117 to release the brakes at thenotch 128, from which point around to the notch 129, the amount of airdelivered by the clutch member 41 is gradually cut off until there is nomovement within the clutch. and its shaft revolves at the same rate ofspeed as the prime mover shaft. The further movement up the incline 130throws air through the port 108 to a horn without effecting the speed ofthe clutch member. Movement of the handle in the reverse directionpassed the shoulder 126 to the notch is mounted the p 131 throws airinto the self-starter, and the further movement of the notch 132releases the brake through the port 115, and the selfstarter may be usedto drive the vehicle at this point for emergency purposes, the clutchbeing on. I The pipe 110 leads to a cylinder in which iston 135 whichoperates the band brake 136 encircling the band wheel 137 keyed to theshaft 44. The forward end of the pipe 110 by means of flexibleconnection 138 connects with the casing 139 mounted on the short axle ofeach front wheel, this casing carrying a piston 140 of similarconstruction to that described for the clutch member intermediate of theprime mover and self-starter, its clutch face engaging with a clutchring 141 secured to the s okes of thefront" wheel mounted on the ajacent axle.

To provide for the inflation of the tires, a reducing valve 142 isconnected w1th air tank 105 and air is distributed through a branchpiping 1 14 which is connected to. a fitting 145 secured to the hub of.each wheel, this fitting being provided w1th a nipple 146 embraced bythe cap 147, so that a running joint is provided. The angular borethrough thefitting 145 is connected by a radial connector pipe 148 tothe valve. 149 of the tire 150. Air may be i turned in this pipecontinuously, or onl supplied when a leak has been discovere withoutdelaying the machine, until it is convenient, or time can be taken torepair the cause of the loss of pressure.

The automatic operation of the prime mover is eifected by means of agovernor 160 which is connected by means of a belt' 161 to the crankshaft of the prime mover.

con-,

The sleeve of the governor is directl nected by the rod 162 with thethrott e control lever 163, the opposite end'of the rod being connectedto a piston 164 mounted in a cylinder 165. The branch connecting withthelpipe 7 6 from the clutch member 4:1 carries air-t0 the pistonagainst the action of the governor, so that the pressure built .upwithin the clutch member equalizes the "action of the governor intheoperation of the throttle. The governor sleeve is also connected byrod 166 to Ian equalizer 167 -which is connected by the rod. 168 to thethrottle operating lever 169, which can be located on .the segment 170in any well known manner, the open .position of the throttle beingshown' in dotted lines, the solid lines representing the closedPOSitlOII with the engine practically'inoperative.

The operation of the control system will be readily understood from theabove, and by fixing the throttle control lever so that the prime moverma be run at its most economical and efiicient speed, and the speed ofthe vehicle re asses lated independently by the control va ve alone,without jar, jerks or vibrations due to irregular runing escape of theclutch pressure the speed can be radually increased until the speeddesired is obtained up to the set speed of the prime mover. This latteroperation is effected by the operation of the valve alone, and from thispoint increase in speed is obtained by the throttle valve control.

What I claim is: v a

1. In a pneumatically controlled transmission system for vehicles, thecombination of a prime ..mover; a shaft secured to said prime movercomprising independent sec- .starting from a stopped position by allow-I tions; a pneumatic starting mechanism; a

pneumatic clutch comprising a casing secured to a section of said shaft,pistons mounted within said' casing and secured to another section ofsald shaft; an air reservoir; pneumatic brake mechanism; a pneumatichorn; a valve connected to the aforesaid pneumatic starting mechanism,pneumatic clutch, air reservoir, pneumatic brake mechanism, andtpneumatic horn, whereby n one position 0 placed in communication withsaid air reservoir and the clutch is released; in another position ofthe brakes said starter isplaced in communication with said reservoir,the clutch released and the brakes released; in another position thebrakes are set, the starter connected to exhaust and the clutchconnected to exhaust; in another position the brakes are released andthe discharge of air by the clutch retarded; in another position thehorn is connected to the air reservoir; and a bypass having pressurecontrolled mechanism to connect the clutch and the air reservoir at agiven pressure.

2. In a pneumatically controlled power transmission system for vehicles,the combinatiorrof a prime mover; a shaft secured thereto comprisingindependent sections; a pneumatic starting mechanism; a pneumatic saidvalve said starter is clutch comprising a casing secured to a shaftreservoir; pneumatic brake mechanism; a

clutch, a rotary disc provided with a port to connect said air reservoirwith said pneumatlc starter, neumatlc brakes or pneumatic horn, an apressure controlled valve in said valve casing connecting said pneumaticclutch and said air reservoir.

3. In a pneumatically controlled power transmission system for vehicles,the combination of a prime mover provided with a throttle valve, a powershaft secured tosaid prime mover, a pneumatic clutch comprising a casingsecured to a section of said shaft, pistons in said casing connected toan independent section of said shaft, a speed governor geared to saidengine, a pneumatic casing connected to said clutch, means connectingsaid pneumatic casing and said gov ernor, and operating means secured tosaid throttle valve and to the aforesaid means.

4. In a pneumatically controlled power transmission system, thecombination of a prime mover provided with a throttle valve,

a power shaft secured to said prime mover, a power clutch comprising acasing secured to a section of said shaft, pistons in said casingsecured to an independent section of said shaft, a speed governor gearedto said engine, a pneumatic casing connected to said clutch, a movableseptum secured Within said pneumatic casing, a rod connecting said speedgovernor and septum, means connecting said rod and said throttle valve,a throttle operating rod secured to said first mentioned rod, aresilient means connecting said throttle operating rod and a throttlelever.

In witness that I claim the foregoing I have hereunto subscribed my namethis 29th day of July, 1918.

JAMES H. LANGLEY.

